Stairs



(No Model.)

' 2 sheets-sheet 1. J. T; GARSTAIR-S. HYDRAULIC PROPELLBR.

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(No Model.) 2 sheets-sheet 2.

J. T. GARSTAIRS. HYDRAULIC PMPBLLBR.v

No. 184;651. Y Pat nted Oct. 18, 1892.

UNITED STATES PATENT OFFICE.

JOHN THOMAS CARSTAIRS, OF WELLINGTON, CANADA.

HYDRAULIC PROPELLER.

SPECIFICATION forming part of Letters Patent No. 484,651, dated October18, 1892. Application filed November 10, 1891. Serial No. 411,458. (Nomodel.)

To @ZZ whom t may concern:

Be it known that I, JOHN THOMAS CAR- sTAIRs, of Wellington, VancouverIsland, British Columbia, Canada, have invented a new and ImprovedHydraulic Propeller, of which the following is a full, clear, and exactdescription.

The object of the invention is to provide a new and improved motor forpropelling vessels and which is simple and durable in construction, veryeective in operation, and arranged to utilize the power to the greatestadvantage to propel the vessel forward or backward, as desired.

The invention consists of two cylinders containing pistons operatingsimultaneously and arranged to alternately draw in and discharge Waterfrom either stern or bow.

The invention also consists of certain parts and details andcombinations of the same, as will be hereinafter fully described, andthen pointed out in the claims.

Reference is to be had to the accompanying drawings, forminga part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure l is a sectional side elevation of the improvementon the line 1 lofFig. 2. Fig. 2 is a sectional plan View of the same on the line 2 2 ofFig. 1, and Fig. 3 is an end elevation of the mechanism for operatingthe steering-gates.

The improved motor is preferably provided with a compound enginecomprising a highpressure cylinderAand two low-pressure cylinders B andC, receiving the exhaust of the high-pressure cylinder A. The latter isconnected by the usual mechanism A' with a crank-arm D, and similarmechanisms B and C' connect the `cylinders B and C, respectively, withthe crank-arms D and D2, respectively secured, with thepreviously-mentioned crank-arm D, on the main drivingshaft DS. Thecrank-arm D of the high-pressure cylinder A stands at right angles tothe other two crank-arms D' and D2 of the lowpressure cylinders, thesaid crank-arms D' and D2 being arranged opposite each other,

as plainly shown in Figs. 1 and 2. The piston-rods E and E' of thelow-pressure cylinders B and C extend through to the rear heads of thesaid cylinders and pass into cylinders F and F', respectively supportingand carrying in the same pistons F2, fitted to slide in the saidcylinders F and F'. The rear ends of the latter open into gate-chambersG and G', containing the gates H I .l and H' I' J', respectively.

The gate H is adapted' to connect the gatechamber G with the two pipes Kand K', extending rearwardly and downwardly through the stern of theship or vessel to be propelled, so as to connect at the outer end withthe water of the sea. In a like manner4 the gate H' connects thegate-chamber G with the pipes L and L', arranged in a similar manner tothe pipes K and K' alongside the same, as plainly shown in Fig. 2. Theset of pipes K K' discharge into the water on the port side of thevessel, while the pipes L and L discharge on the starboard side, therudder of the vessel being between two sets of pipes.

The gates I and 1' are arranged to connect or disconnect thegate-chamber G or G', respectively, with pipes N and N', respectivelyextending longitudinally to the front end of the ship or vessel andopening at the outside of the same into the water at opposite sides ofthe vessel. The gates J and J' are adapted to connect and disconnect thegate-chambers G and G', respectively, with pipes O and O', respectivelyextending transversely through the sides of the vessel to open into thewater at the port and starboard sides of the vessel, but transversely orat right angles to the keel.

In the sets of pipes K K and L L are arranged gates P P', respectivelyserving to close the said pipes Whenever desired, principally in casethe vessel is stopped and the motor is not in use. 1n the sets of pipesK K' and L L and in the pipes N N and O O' is arranged a check-piston Qfor the purpose of disconnecting the outer end of the respective pipefrom the corresponding gate-chamber, the said piston being fitted toslide Within the cylindrical part of the pipe, its sliding movementcorresponding with the movement of the pistons F2 in the cylinders F andF'. The space between the piston Q and the respective gate-box in thevarious pipes is lled with oil or other substance, so that the movementof the respective piston F2 causes a corresponding movement of thecorresponding check-piston Q-that is lo say, the lat-ter moves with thepistons F2.

In order to till the gate-box and the respective pipes up to thecorresponding check-pis ton Q, a pipe R is provided for each gate-box Gor G', the said pipe being connected with a suitable source ofoil-supply for charging the gate-box and adjacent pipes and keeping thesame filled to compensate for leakage.

The gates J J have their stems J 2 formed with a screw-thread engagedbya nut formed with a bevel gear-Wheel J3, in mesh with a likegear-wheel J4, secured on a shaft J5, extending transversely, the twoshafts J 5 for the two gates Jand J being provided on their inner endseach with a gear-wheel J6, in mesh with a bevel gear-wheel J7, securedon the lower end of the steering-shaft J8, extending to the deck of thevessel and under the control of the pilot. When the latter turns theshaft J 8, motion is imparted to the gates J J one opening and the otherclosing, according to the direction in which the Vessel is to besteered. The other gates H H I I are provided with suitable levers orother mechanism for raising or lowering the gates, as desired.

The, operation is as follows: When the gates I I and J J are closed andthe gates H H are open and the compound engine is set in motion, thenthe pistons F2 in the cylinders F and F', respectively, alternately drawin and push out water from the sets of pipes K K' and L L up to thecheck-piston Q. When one piston F2 moves inward, its correspondingcheck-piston Q draws in water, the other piston F2 then moving outwardand its corresponding check-piston Q pushing 'out water previously drawnin, and in a like manner the latter piston F2 on its rear stroke pushesout water by its checkpiston at the time the other piston F2 is on itsforward or inward stroke and its checkpiston draws in water. It will beseen that the water forced out of the sets of pipes K K and L Lalternately causes a forward propelling of the vessel. When the pistonsF2 stand in their rearmost position, there is a vacuum formed in frontof the same, while at Y atmosphere,weightfor depth of water, and exy traresistance owing to the line of thrust, which is `at an angle of abouttwenty degrees downward in the sets of pipes K K and L L',

respectively. When it is desired to propel the vessel backward, thegates H H are shut and the-gates I I are opened, so that water isalternately forced out of the pipesN N" and drawn into the same by theaction of the pistons F2 and their corresponding check-pistons Q, asabove described relative to the sets of pipes K K and L L. The waterpushed out through the pipes N N at the bow of the ship causes a returnor backward movement of the vessel. The pipes N N do not necessarilyextend to the bow of the vessel, but may connect with the sea at anypart of the ships bottom forward of the main shaft D of the engine. Whenit is desired to steer the vessel to either side, whether it runsforward or backward, the pilot turns the shaft J8 so as to open therespective gate J or J The liquid under pressure in the gate-box G or Gacts on the check-piston Q on the pipe O or O', so that water forced outunder pressure through the pipes turns the stern of the ship tostarboard or port side. It is understood that vwhen the vessel is on itscourse both gates J and J of the steering device are shut. 'lhe shaft J8is arranged in such a manner that when turned only one gate is opened ata time, and for this purpose the gates are made double the length of theoutlet-opening, with a recess on the under side to hold the extra lengthof the gate open when the other is shut.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent-- 1. A hydraulic propeller comprising twoparallel cylinders having pistons operating in opposite directions,gate-boxes into which the rear ends of the cylinders open and providedwith gates, two pipes leading rearward from each gate-box, eachcontaining a check-pis ton, and a gate for the outer end of each pipe,substantially as set forth.

2. In a motor, the combination, with an engine, of two cylinderscontaining pistonsjoperated simultaneously by the said engine, butdriven in opposite directions, gate-boxes'connected -with the rear endsof the said cylinders and containing gates, and pipes leading from thesaid gate boxes and containing check-pistons, substantially as shownanddescribed.

In a motor, the combination, with 'an engine, of two cylinderscontaining pistons operated simultaneously by the said engine, but

driven in opposite directions, gate-boxes connected with the rear endsof the 'said cylinders and containing gates, pipes leading from the saidgate-boxes and containing check-pistons, and a fiuid held in the saidpipes, gateboxes, and cylinders, substantially as shown and described. p

4. In a motor, the combination, with an engine, of two cylinderscontaining pistons operated simultaneously by the said engine, butdriven in opposite directions, gate-boxes connected with the rear endsof the said cylin ders and containing gates, pipes leading from the saidgate-boxes and containing cheek-pistons, and a fiuid held in the saidpipes, gateboxes, and cylinders, one set of thesaid .pipes IOO IIO

discharging at the bow of the vessel, the other at the stern of thevessel, substantially as shown and described.

5. In a motor, the combination, with an engine, of two cylinderscontaining pistons 0perated simultaneously by the said engine, butdriven in opposite directions, gate-boxes connected with the rear endsof the said cylinders and containing gates, pipes leading from the saidgate-boxes and containing check-pis tons, a fluid held in the saidpipes, gate-boxes, and cylinders, and a set of pipes leading from thesaid gate-boxes to the sides of the Vessel for steering the latter,substantially as shown and described.

6. In a motor, the combination, with an engine, of two cylinderscontaining pistons operated simultaneously by the said engine, butdriven in opposite directions, gate-boxes connected with the rear endsof the said cylinders `a'nd containing gates, pipes leading from thesaid gate-boxes and containing check-pistons, a fluid held in the saidpipes, gate-boxes, and cylinders, one set of the said pipes dischargingat the bow of the vessel, the other at the stern of the vessel, and aset of pipes leading from the said gate-boxes to the sides of the vesselfor steering the latter, substantially as shown and described.

7. In a motor, the combination, with an engine, of two cylinderscontaining pistons operated simultaneously by the said engine, butdriven in opposite directions, gate-boxes connected with the rear endsof the said cylinders and containing gates, pipes leading from the saidgate-boxes and containing check-pistons, a fluid held in the said pipes,gate-boxes, and cylinders, one set of the said pipes discharging at thebow of the vessel, the other at the stern of the Vessel, a set of pipesleading from the said gate-boxes to the sides ofV the vessel forsteering the latter, and means,

substantially as described, for manipulating` the gates in the saidgate-boxes, substantially as shown and described.

JOHN THOMAS CARSTAIRS.

Witnesses:

C. H. BEEVoR'rTLEs, W. T. MYLES.

